Mercedes-Benz C-Class VS Mercedes-Benz SL-Class
- New standard 10.25-inch display
- New standard 12.3-inch virtual instrument cluster
- C 43 is a milder form of wild
- Boot space in Sedan and Estate is on the small side
- Artico upholstery in C 200 feels 'plasticky'
- Some wind noise around wing mirrors
- Amazing ride
- Brilliant engine
- Unparalleled presence
Do you know how many bones you have in your body? Stop counting, there are 207. And if say half those bones were replaced with different ones would you consider yourself to still be the same? Well that’s what Benz has done with the new C-Class – sort of. Of the roughly 13,000 parts which make up a C-Class car, 6500 of them have been modified or changed.
You don’t need to know every change to the new C-Class, but at the end of this review you will be across the differences that you can see, feel and hear.
Just a note before we start. The top-of-the-range Mercedes-AMG C63 S arrives in early 2019 and wasn’t available to drive at the Australian C-Class launch. That’s why we’ll focus on the other grades here - the C 200, C 220 d, C 300 and C 43. We’ll test drive and review the Australian C 63 S when it arrives – promise.
|Engine Type||1.5L turbo|
|Fuel Type||Hybrid with Premium Unleaded|
Peter Anderson road tests and reviews the 2016 Mercedes-AMG SL63 with specs, fuel consumption and verdict.
Well. They don't make cars like this anymore, do they? Time was, a big coupe or convertible were de rigeur for the well-heeled banker, with 12 cylinders almost a given and fuel consumption measured in super tankers, or more likely just not talked about at all.
The world has changed but Mercedes’ SL hasn't. That's not strictly true, of course. The SL63 may drop four of the SL65's 12 cylinders, but at just half a litre smaller and still with twin-turbos it generates the enormous thrust a luxo-barge like this needs. The things that made it an icon are indeed still there - lots of tech, a style all its own and a name everyone recognises.
|Engine Type||5.5L turbo|
|Fuel Type||Premium Unleaded Petrol|
This may well be just an update to the C-Class, but the changes made are significant in terms of technology and performance, and you’re paying hardly any extra money for it. A good all-rounder for dynamics, features, refinement and value.
The sweet spot in the range has to be the C 300. It’s less than $10K more than the entry grade C200, but gets a powerful 2.0-litre engine, leather seats, the extra advanced safety equipment, tinted windows and convenience features such as a power tailgate (on the wagon) and proximity unlocking.
Is the C-Class still the king of the mid-sized prestige world? Tell us what you think in the comments below.
The SL's overall score is somewhat skewed by everyday concerns, and rules are rules - an average punter will find the price of this car somewhat confusing and the devil-may-care attitude to fuel consumption bewildering.
If neither of these things are a problem, then the SL63 makes plenty of - well, not sense, because it's not a particularly clever or considered car - but it fills a niche that not so long ago we all thought would go the way of the dodo.
The fact it sells so few examples is betrayed by some of the cabin amenities and the fact that Mercedes hasn't put much effort into reducing the car's weight to improve its consumption or sharpen up the handling.
The fact it still exists at all is pretty damn cool, though, and for certain people an SL63 purchase is the culmination of a lot of hard work.
If it is your dream car, the SL63 won't disappoint. Everyone who rode with me said it was mightily impressive, but you've got to really want it. When you're not far off buying a Ferrari California T or Aston Martin V12 Vantage S for the money, you'll need a real yearning for the three-pointed star to go this way. And if you do, good luck to you - you've probably worked quite hard to get here.
Would you consider the SL63 over a Ferrari or Aston-Martin? Tell us what you think in the comments below.
Now, to spot the difference between the new and the old C-Class from the outside just look at the headlights – the shape of the fitting is the same, but the new standard headlights on the C 200, C 220 d and C 300 have an LED set-up which looks like teeth, while the optional units (standard on the C 43 and C 63 S) are also LED but with a tall staggered design. Tail-lights also keep the same shape but with a different LED pattern, too.
The front and rear bumpers have also been restyled for all grades and the C 43 and C 63 S have had their grilles updated, with the former getting a new twin-louvre design, while its big brother now has chrome vertical slats reminiscent of the grille worn by the 1952 Carrera Panamericana winning 300SL.
The AMG Line Exterior package is standard on the Coupe and Cabriolet, but if you option it on the sedan it will fit a sports body kit with AMG front spoiler and side skirts.
The C 43’s gloss black rear diffuser looks tough with the new quad exhaust and the car in wagon form wins my award for best looking of the C-Class bunch.
Cabins haven’t been overhauled but they have been updated with a 10.25-inch dash-top display for media and a 12.3-inch fully digital instrument cluster - both are standard across the range and make a big styling impact in the cockpit. Mercedes-AMG grades have their own sporty version of the virtual instrument cluster.
The layout of controls remains the same, but you can now option a new real wood veneer to the centre console with 'open-pore brown walnut' and 'open-pore black ash' being your choices.
The Artico upholstery in the C 200 looks and feels ‘plasticky’. I’d option the real leather which comes standard on the C 300.
New to the C 43 are the optional ‘Performance’ seats with integrated head restraints and standard on this grade is a new leather AMG steering wheel. Other cool cabin features are the stainless-steel pedals, the AMG floor mats and stitched dash (even if it is Artico upholstery).
All grades now come standard with the 64-colour ambient lighting system. You should see the system fading through the colours at night and with the right music the whole effect is amazing.
Exterior and interior dimensions stay the same, all variants measuring about 4.7m in length. That’s a good size; not too big or small, making parking and manoeuvring in tight spaces pretty fuss-free.
The C-Class is made in various parts of the world, but I can tell you the C 200 Sedan we get in Australia is made at Mercedes-Benz's East London plant on South Africa's east coast.
The SL has always been completely unapologetic about its size and seems to be designed to accentuate rather than hide its length and width. The long bonnet screams power and prestige, and get out of my way, and is reminiscent of the little-loved McLaren SLR project of some years ago.
The size of the Mercedes logo on the huge front grille leaves you in little doubt about the brand of car that’s about to pass you at speed and some might say (okay, I would) that its large surface area is a little vulgar.
Like the SLR, the design doesn't seem to have a particularly cohesive strategy, with a number of Mercedes elements from around the traps that climb over each other. Roof up it looks awkward because of the gigantic posterior while with the roof down it looks overly long and, again, tail-heavy.
Folding hardtops are notoriously cumbersome and need a lot of room to hide them, but the silent operation is something to behold.
Elements that are worth deleting if possible are the dodgy 'Biturbo' badges. It's that kind of bling that gets people raising their little finger at you.
The boot, for example in the C 200 is 434 litres, which isn’t as big as the cargo space offered by the BMW 3 Series or the luggage capacity of the Audi A4. This is partly because the hybrid system uses space under the bonnet, so the car’s battery needs to go to the boot.
The C 300 doesn’t use the hybrid system and so the sedan in this grade has 455 litres of boot space.
Choosing the C 300 Coupe’s will reduce your luggage carrying ability to 380 litres and the C 300 Cabriolet’s cargo capacity varies from 360 litres with the roof up and 285 litres when it’s down and eating into the luggage area.
The Estate is the best luggage hauler but it’s still not enormous – the C 43 Estate that we test drove has a cargo capacity of 480 litres.
Legroom in the back of the C 43 Estate is good and at 191cm tall I can sit behind my driving position with about 20mm to spare thanks to the sculpted seat back.
Headroom is getting tight in the Estate and especially in the Sedan – well for me, anyway – and the optional sunroof will lower the ceiling height even further.
Up front space in the Sedan and Estate isn’t an issue with plenty of head-, leg- and shoulder room offered.
Storage throughout the Sedan and Estate is good with a large centre console storage bin, two cupholders up front and another two in the back along with a storage area in the fold down armrest, but all four door pockets are on the slimmer side. Still they can fit a small bottle of water, plus a wallet or purse.
That centre console bin houses two USB ports, and a 12-volt outlet can be found in the storage area under the climate controls – which also houses the optional wireless charging pad. Without the charging pad that small area is too tiny to place my iPhone8 Plus.
Rear headroom and legroom in the four-seater Coupe and Cabriolet is limited, but both get a pair of cupholders in the back and two more up front.
“Practicality” is about as relevant to this car as a code of ethics is to a drug dealer or a contract killer, because the SL63 buyer is hardly worried about cupholders and boot space. For what it's worth, there are four cupholders in the two-seater cabin (which might explain why owners aren't worried about their liquid carrying prospects) and a minimum boot space of 364 litres and a maximum - with roof up - of 504, which is actually not bad.
Cleverly, there's a little robot-operated luggage cover inside the deep boot that stops your gear from being crushed when the roof goes down.
There's also space in the long doors where you might secrete a bottle of wine that would get a NSW Premier fired if he thanks you for it, and a bin in the console to hide your phone.
Price and features
The range kicks off with the C 200 and its C 220 d diesel siblings, then steps up to the C 300. Prices for these grades have increased by $1500 in this update but you’re being given more features. Above the C 300 live Mercedes-AMG’s wild animals – the C 43 and C 63 S.
The C 220 d Sedan lists for $64,900 and the only other form it comes in is the Estate for $67,400.
The C 300 Sedan lists for $71,400, the Estate is $73,900, the Coupe is $84,900 and the Cabriolet is $101,900.
The C 43 Sedan lists for $107,900, while the Estate is $110,400, the Coupe is $111,900 and Cabriolet is $124,900.
The C 63 S Sedan lists for $159,900, however, prices for other body styles have not yet been announced.
So, about all the stuff you’re receiving in return for the price increase – a 10.25-inch display screen replaces the smaller one in the previous car and it’s standard across the range. Don’t stab and poke at it like I did with my finger for hours, because it’s not a touchscreen.
Other standard features, starting with the C 200 and C 220 d, include 'Artico' upholstery, which is a synthetic attempt at leather, a reversing camera, shifting paddles, dual-zone climate control, aluminium roof rails on the Estate, LED headlights, 64-colour ambient lighting and 18-inch alloy wheels.
The C 300 has the C 200’s features and adds leather upholstery, privacy glass (coupe only), proximity key and 19-inch alloys. The C 300 also gains the 'Driving Assistance Package' which I’ll tell you all about in the safety section below.
The C 43 picks up the C 300’s equipment and adds an enormous list of its own gear including a new AMG steering wheel, brushed stainless steel pedals, Burmester 13-speaker stereo, heated sports front seats, head-up display, wireless charging, intelligent LED headlights, panoramic sunroof, black roof racks on the Estate, analogue clock and 19-inch AMG alloy wheels.
Metallic paintwork is also part of the C 43’s standard features list which includes 'Obsidian Black', 'Iridium Silver', 'Mojave Silver', 'Cavansite Blue', 'Emerald Green' and 'Brilliant Blue', but you’ll have to pay for 'Hyacinth Red', which is a sort of candy apple red. Non-cost colours for the lower grades are non-metallic black and 'Polar White' non-metallic.
The C 63 S adds to the C 43’s equipment list with its own AMG steering wheel, illuminated door sills, digital TV tuner, nappa leather upholstery, an electronic rear differential lock, 19-inch alloys in matte black with high-sheen rim, plus high-performance brakes with red calipers.
It’s difficult to ponder the idea of value when a car is already approaching $400,000 at a rapid rate even before you start piling on the options. On the plus side, for a list price of $368,715 you do get an extremely long list of standard equipment.
Edited highlights include leather on almost every available surface, heated and cooled electric seats with a fan heater for your neck, a B&O stereo that will shatter the windscreen on request, aluminium trim that's real aluminium (mostly), Active Ride suspension, sat nav, dual-zone climate control, active cruise, LED headlights and a huge swag of safety gear.
The 12-speaker stereo also has DVD, limited smartphone integration via Mercedes' COMAND system, a seven-inch screen and, of course, Bluetooth.
Engine & trans
This isn’t a hybrid with an electric motor driving the wheels, it’s an electrical system which is able to provide an additional 10kW/160Nm when accelerating. Known as the 'EQ Boost', the system also allows the C 200 to coast at a constant speed if the driver takes their foot off the accelerator. The battery is then re-charged when braking.
The C 220 d offers a diesel alternative and its new 2.0-litre engine now makes 18kW more power at 143kW and the same 400Nm of torque.
The C 300’s 2.0-litre turbo four has had a 10kW increase, taking power to 190kW, while peak torque is still 370Nm.
Also getting a power bump is the C 43 and its 3.0-litre V6 petrol is now good for 287kW (up from 270kW) while torque stays at 520Nm. The C43 uses Mercedes-Benz’s '4Matic' all-wheel drive system, while every other grade, including the C 63 S, is rear-wheel drive.
The C 63 S still makes an impressive 375kW and 700Nm.
The C 200, C 220 d, C 300 and C 43 all use the same nine-speed automatic transmission, while the C 63 S uses a ‘AMG Speedshift 9G’ which is a nine-speed dual-clutch auto.
The SL63 is powered by Mercedes’ increasingly famous V8, with two turbos along for the ride to add oomph and cut the car's famous consumption, at least slightly. The 5.5-litre unit produces a massive 430kW and a scarcely believable 900Nm of torque.
All of that heads rearward via a seven-speed dual-clutch transmission that helps sling the 4.6m, 1848kg machine to 100km/h in 4.1 seconds.
Fuel consumption obviously depends on the engine, but did you know the body type also affects mileage?
The C 200 Estate according to Mercedes-Benz will need 6.5L/100km, the C 200 Coupe uses 6.4L/100km and the C 200 Cabriolet will need 6.8L/100km.
The C 220 d Sedan is frugal with diesel fuel consumption being 4.7L/100km, while the Estate version needs 4.8L/100km.
Mercedes-Benz is yet to announce the C300’s fuel consumption figures.
The Mercedes-AMG cars are the thirstiest with the C 43 Sedan using 9.4L/100km, and the Estate will use 9.6L/100km. After 286km of country roads the trip computer in our C 43 Estate was reporting an average consumption of 10.3L/100km. The Coupe economy is 9.5L/100km and the Cabriolet needs 10.0L/100km.
The C 63 S Sedan puts it away at the rate of 10.4L/100km, and the Estate’s usage is 10.7L/100km, while the Coupe and Cabriolet’s fuel efficiency is yet to be announced.
Much as is the case with the price, there's no real way to soften the blow here - the SL63 drinks like a footballer on Mad Monday, except it does it every day. The official combined cycle figure of 10.2L/100km is quite easy to double, as we did, averaging 21L/100km in mostly flowing suburban traffic. In the car’s defence, the accelerator pedal spent a good deal of time near the firewall.
The SL does have stop-start to help reduce its considerable environmental impact.
The Australian C-Class launch gave us the opportunity to drive the C 200 Sedan and C 43 Estate on a test route stretching from Melbourne's Tullamarine airport, roughly 300km north to Milawa in Victoria’s alpine region and back, with the conditions being dry and cool.
I knew the C 43 would be ridiculously fun, but you can’t eat your dessert first, right? So, I started in the C 200, which is far from just meat and three veg – it’s refined and enjoyable to drive.
Steering is well weighted and accurate, offering a better sense of connection to the road compared to some of its prestige rivals. The steering wheel itself felt good to hold, too – and this is on the base car.
The test car wasn’t without its options though and it did have the 'Dynamic Body Control Suspension' with its Comfort mode softening the dampers for a more compliant ride and the Sport setting for better handling.
And that ride was comfortable. The only disturbance to the serenity (we did go through Bonnie Doon) was a bit of wind noise created by what sounded like the wing mirrors.
Apart from that, the experience was serene – those seats up front are comfortable and supportive even after hours, the vision all-around is excellent and then there’s the engine, which is perfectly adequate.
Okay, 1.5 litres sounds small but the output is almost the same as the previous 2.0-litre and the 48 Volt EQ Boost hybrid system does provide just enough of a kick to get you away from the traffic lights or overtake without any discernible lag.
The hybrid system's coasting function is excellent – take your foot off the accelerator and your revs drop to zero but the car will maintain its speed. When you brake the battery is recharged so you’ll have the extra grunt again when you need it.
Now for dessert. Just idling the C 43 sounds sedate, but that’s with the exhaust note and engine in the Comfort setting. It means you can pull into your street at night or start it up early in the morning without waking the up the entire neighbourhood.
Or, to hell with them, the people next door are jerks anyway: put it in Sport and the twin-turbo petrol V6 snarls and crackles as you shift through the gears. It’s not as vicious as the V8 C 63 S, but that’s the appeal of the C 43 – it’s a milder form of wild that’s easier to live with, but still so much fun.
The back roads from Milawa to Mansfield were a great testing ground for the C 43 Estate with their hill-climbing bends and downward forest runs. Merc AMG claims the C 43 can accelerate from 0-100km/h in 4.7s, and while that’s more than half-a-second behind the C 63 S, it’s still plenty quick.
With fantastic turn-in, all-wheel drive offering superb traction and great grip from the Continental ContiSportContact rubber (225/40 R19s front, 255/35 R19 at the back), a smooth-shifting nine-speed, impressive brakes and that turbo V6 which pulled the car heroically out of corners, it was hard not to grin like an idiot.
Only my mouth hurt afterwards, not my body. There’s a line you’re not going to read in any other car review. Some sports cars have a ride so firm, and seats so hard, and driving positions with hip points so low, that I almost have to leave the vehicle on all fours.
But only my face hurt from smiling so much – you could pilot a car like the C 43 until it ran out of fuel from a full tank and still feel comfortable – which is almost what we did. How much fuel did it use? Keep reading to find out.
There are a number of impressive things about the way the SL drives. Firstly, astronauts will be familiar with the galactic thrust of the V8. It seems endless, seamless and ready to sling the big coupe into the outer atmosphere. Few engines of any kind can match the relentless go on offer in the SL and much of the credit should go to the seven-speed twin-clutch transmission.
Containing a torque figure like the twin-turbo V8's requires a lot of electro-trickery to stop you from being launched off the road. The great thing about all that stuff is that it works unobtrusively and smoothly.
Mashing the carpet in an SL without traction control would create much sound and smoke but little forward progress, such is the twist on tap. The SL has a range of modes from full-nanny (which is meant to keep you on the slippery Alpine road you've chosen to get you to some Swiss ski resort) while turning the dial all the way around to Race loosens the bonds.
It's in this mode you'll have the most fun and it does seem that the intermediate settings are a bit of a waste of time. Race mode does little to diminish the amazing ride quality provided by the active suspension setup, but relaxes the reins on the huge rear tyres. Exiting roundabouts is suddenly a huge laugh, with the tail cheerfully breaking traction and the two-mode exhaust thundering in a most pleasant way.
Better still is that when you jump on the brakes and shift down, the exhaust keeps the show going with angry crackles and pops, with more on the way when you lift off. There's little to match the aural pleasures of a properly tuned V8 and Mercedes has resisted the temptation to quieten it down on the outside and generate a fake noise for the inside. Although that would be stupid in a convertible, if you think about it.
The SL63, despite its AMG badge, isn't about all-out handling, of course. The Ferrari California would definitely show it how it’s done on a winding country road. The SL is more about flow, building momentum and rarely shifting down to second gear. The monstrous torque is enough to keep things rolling but should you wish for a bit more of the exhaust bellow, second is there for the taking.
Hustling the big convertible feels wrong, not because it can't do it, but because it's not really what it's for. Having said that, it offers a kind of fun that nothing else on Earth will provide, not even a Bentley GTC.
With the roof up, the SL63 is a quiet place but not remarkably so. The huge sticky tyres do the cabin's hush no favours, with an annoying roar on a wider range of surfaces than you might expect.
Roof down, it's hardly a paragon of virtue. A lot of wind noise reaches the cabin, even well below the huge speeds the SL can reach. So if you want to talk, it's windows up you'll need to deploy the mesh screen that bridges the roll hoops.
The C-Class was awarded the maximum five-star ANCAP rating when it was tested in 2014. The base grade C 200 is fitted with nine airbags, AEB which works most effectively at lower speeds, and blind spot warning.
No spare tyres here. The C 200, C 220 d and C 300 all come with run-flat tyres, while the Mercedes-AMG grades have a puncture repair kit.
For child seats, you’ll find two ISOFIX points and three top tethers across the back row of the Sedan and Estates, while the Cabriolet and Coupe have two ISOFIX points in the back.
There are also two hi-viz vests in the cargo area and, yes, you do get a warning triangle, too.
The C-Class is covered by Mercedes-Benz’s three-year/unlimited kilometre warranty. We’re keen to see Mercedes-Benz move to longer warranty periods as is becoming the norm with mainstream brands, many of which are offering five year coverage.
Servicing is recommended at 25,000km/12-month intervals for the regular C-Class cars and the C 43. The C 63 S needs servicing every 20,000km or annually.
It’s great to see Mercedes-Benz offers capped price servicing. For example, the C 200 will cost you $396 at its first service, the second is $792 and the third is also $792.